Patent GB-191111452-A (GB)
Title: Improvements in or relating to Railway Safe Running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/10
Filed: 1911-05-11
Granted: 1912-08-12
Abstract: 11,452. Angus, A. R. May 12, 1910, [Convention date]. Electrical systems, automatic; track a p p a r a t u s actuating signals on trains.- Signalling and train-stopping devices on a train are provided with electro-magnetic operating - means normally energized by circuits closed on the train, and controlled by a circuit which may be completed through trackramps and associated apparatus. The arrangement is such that, when the train passes over the track ramps, only safety signals are given on the train if the current passing between the engine and track in the controller circuit is of normal strength. If the current passing is less than the normal strength, danger signals are given on the train when passing over a signal ramp and subsequently the train is stopped as it arrives over a stop ramp ; if the current passing is greater than normal strength, the train is stopped as it arrives over either a signal or stop ramp. The train-carried part of the controllercircuit comprises a battery 176 and an electromagnet 183, and is brought to a pair of depending engine contacts 160, 171. These contacts co-operate respectively with top and side contacts provided on track ramps grouped at the ends of the track blocks; in each group there are two signal ramps with top contacts at one level and four stop ramps with top contacts at a higher level. In general there are six sets of conditions to consider; (a) normal condition when the train is not over a track contact, (b) when a currnet of normal strength passes in the controller circuit, (c) when no current or owing to the danger condition of the track an insufficient current passes in the controller circuit and the engine is over a signal ramp, (d) when a current in execess of the normal passes in the controller circuit and the engine is over a signal ramp, (e) and (f) as at (c) and (d) respectively but with the engine over a stop ramp. In condition (a), the controller-circuit magnet 183 is de-energized, the circuit of a safety signal control magnet 178 is closed between armature 214 and contact 215, and the circuit of magnets 179, 180, 181 controlling a danger signal, a steam valve and a brake valve respectively are closed between a plate 166 which rises and falls with the engine contact 160 and contacts 168, 167 respectively. In condition (b), the armature 214 is raised and the only circuit of magnet 178 is broken at 215. A semaphore 186 therefore falls to ' safety ' position and a safety whistle 185 is blown. The magnet 179 maintains its semaphore 189 in a safety position for, although its normal circuit is broken at 168, an alternative circuit is closed .through contact of armature 214 with contact 219. In condition (c), the controller circuit is de-energized and the circuit of the magnet 178 being maintained the semaphore 186 remains at ' danger.' The alternative circuits of the magnets 179 are broken at 168 and at 219 respectively so that the magnet is de-energized, the semaphore rises to ' danger ', and a danger signal is given by the whistle 190. The steam-valve control-magnet 180 and the brake-control magnet 181 are maintained energized by means of circuits made at contacts 222 and 167 in series although an alternative circuit through contact 218 is broken. In the condition (d), all the circuits from the battery 176 are broken at 221 owing to the increased lift given to the armature 214. Both signals are consequently operated, and the train is stopped because of the de-energization of the steam-valve control-magnet 180 and the brakevalve control-magnet 181. In the conditions (e) and (f), the circuits of the magnets 180, 181 are broken at 167 because of the increased lift imparted to the engine contact by the higher surfaces of the stop contacts and at 218, 219, or 222 by the operation of the controller-circuit magnet 183, so that, in addition to the operation of the signals, the steam-valve and brake-valve are operated to stop the train. When two or more engines are coupled together, the apparatus on all but the leading engine are rendered inoperative by a current sent from the leading engine along the train wires 248, 249, which energizes on each of the other engines a magnet 182, thereby lifting an armature 209, breaking the controller circuit, and permanently closing the circuits of the magnets 179, 180 and 181 at 212 and 213. The current is directed into the train wires from a battery 177 on the leading engine when a switch 206 is moved over into contact with a terminal 208. If one of the following engines becomes detached, the circuit of its magnet 182 is thereby de-energized, and signalling and train-stopping apparatus is returned to its operative condition. Similar apparatus may be installed on a brake-van or the like. In such a case, the magnets 180, 181 are omitted, and the armatures of magnets 178, 179 operate gongs or buzzers only. The track apparatus associated with each group of track ramps comprises an electro-magnet 60 having a polarized armature which is extended as at 64, and carries switch contacts 69, 70, 75, and may be locked in opposite extreme positions by an armature 66 of a magnet 68, a series of check magnets 105, 111, 117, 124 and resistances 92, 93, 94, 95. The resistances 92, 94 or 93, 94 in series are equal to the resistance 95, and when such resistances are in the track part of the controller circuit a current of normal strength obtains. The circuits of the track ramps are arranged to swing the polarized armatures alternately into the opposite extreme positions. In entering a track block, a train effects alterations in the track circuits as follows:-When the engine is over a track ramp 41, for instance in apparatus a, if the track is clear and the apparatus in working order, the controller circuit is completed from top contact 50 through wire 102, contacts 69, 71, magnet coils 105, line 100, armatures 84, 87 of check magnets 105, 124, magnet coils 60, lock-magnet coils 68, armatures 86, 85 of check magnets 111, 117, and line 101 to side contact 51. The energization of the magnet 68 at b unlocks the armature 84 and that of the magnet 60 moves the armature into the position shown thereby placing resistance 95 in parallel with the magnets 60, 68. This is the ' safety ' condition, and a current of normal strength flows. If the armature 64 at a is not in position to hold contact 69 against contacts 71, or the circuit is broken by any of the check magnets, no current passes and a danger signal is given. If the armature 64 at b fails to move into the position shown, and instead holds contact 75 against contact 77, the resistance 94 alone is in parallel with the magnets 60, 68, and a current greater than the normal obtains, and a danger signal on the engine results. When the engine is over a track ramp 42, for instance at c, a similar circuit is set up but with a resistance 92 at c in series and a resistance 94 at d in parallel with the magnets 60, 68 at d. If the armature 64 at d does not move over to close contacts 75, 77, but maintains contacts 75, 76 closed, then resistances 95, 92 are in circuit together and the current passing is below the normal value, and a. danger signal is given on the engine. The same circuits are in turn set up as the engine makes contact with the stop ramps 43, 44. The circuits from the stop ramps 46, 47 are confined to the adjacent track apparatus, and, under normal conditions, cause the polarized armature to swing as described in connexion with contacts 41, 42, and thereby place the appropriate resistance in circuit. In leaving the track block, a train passes over a similar group of ramps arranged in reverse order, and operates in similar fashion the instruments at the incoming end of the block. A train, in passing from the contact 47 at the incoming end, leaves the armature 64 at that place in ' danger ' position, and this armature, after a series of oscillations, is finally returned to the ' safety ' position when the train passes over contact 41 at the outgoing end of the section. Overlapping block sections V, X, &c. are provided at the junctions of main block sections U, W, &c., which are furnished with apparatus exactlv similar to that of the main sections. Thus while a train in passing from section V to section W permits a following train to enter section U, the latter train cannot approach beyond the beginning of the overlapping section V until the preceding train has passed farther into section W than the overlapping section extends. The controller circuit magnet with its contacts is shown in Fig. 22. When the magnet 183 is energized by a current of the normal strength, the armature 214 is raised from contact 215 up to contacts 218, 219, but owing to a spring 223, the plate 220 carrying the latter contacts is not lifted. When a current of greater than normal strength passes, the plate 220 is lifted and the contacts 221, 222 are separated. Fig. 15 shows a form of the track switching instruments. A polarized armature 62 of a magnet 60 is pivoted at 96, and its further end engages the end of a pivoted switch bar 64. This carries contact plates 69, 70, 75, which, in the position of the armature shown, are in contact with pendulum contact plates 71, 72, 76. In the opposite extreme position, the plate 75 contacts with the pendulum 77. The normal positions of the plates 71, 72, 76, 77 are determined by stop-screws 74. The bar 64 is locked in position by the armature 67 of a locking- magnet 68. In a modification, the switch bar 64 is formed in one piece with the armature 62 The magnets 60, 68 are shown in series, but a modification is also described in which they are arranged in parallel.